Background: Children consume a third of their food at school, providing an opportunity to promote healthy diets and reduce levels of obesity. The World Health Organisation and UK government recommend that schools adopt approaches across the whole school day that support children to make healthy food choices, offering consistency in the quality of foods provided, eating culture, education about diet, and use of food to learn. In reality, uptake is poor, partly due to lack of direction on how to use such an approach, but also because schools work in highly complex environments with multiple competing demands, and influences from wider factors like national policy, cultural beliefs, population characteristics, costs and catering requirements. Methods: We will design a practical and acceptable intervention to help primary schools adopt whole school approaches to food. This will be done in partnership with key people (stakeholders) including head teachers, teachers, staff, children, parents, school governors, local businesses, and local and national government, by: 1. Hosting stakeholders workshops in Bradford, Leeds, Newcastle and Belfast to discuss factors influencing what children eat during the school day. We will ask people to consider potential influencing factors at school (e.g. space needed to provide lunch), in the community (e.g. cultural influences on eating practices) and from wider society (e.g. government policies on free-school meals). We will encourage discussion on how these factors relate to each other and use this information to build a picture called a 'systems map', providing a richer understanding of the local and wider influences on children's food choice. The map may also help to identify parts of the system most likely to respond to intervention and whether adding an intervention in one part (e.g. a packed lunch policy) is likely to cause positive or negative adaptations in others (food eaten at home). 2. Inviting stakeholders to take part in designing an intervention. This will involve consideration of the factors identified in our system maps. Based on existing discussion with people who work in schools, we do not expect the intervention to involve excess paperwork or expense for schools. Instead, it might include visual resources (like websites or videos) to support schools to include children in decision making, and to improve the food environment. It could also consider changes to catering decisions or specific activities such as embedding catering staff more across the school, growing food in schools, teaching with food, avoiding using food as reward/or punishment, and consistent food messages. To ensure the intervention supports schools without excessive burden, acceptability and potential barriers will be a key consideration during development. Importantly, we will focus on developing an intervention that has the best chance of supporting those in greatest need. 3. Seeking feedback about our draft intervention ideas from our wider stakeholder group. We will share the draft with stakeholders and ask them to rate its acceptability and how easily they can be used by schools. A form will also be used for stakeholders to consider which parts of the intervention they feel can be applied across all schools and which may be less transferable. We will then make any required improvements before fully developing the intervention and its resources. Impact and dissemination: The intervention has the potential to improve dietary options extending beyond the school day. It is important that it is evaluated so that, if successful, it can become standard practice. We will therefore engage with key decision makers and advocates, including Public Health England, School Food Matters (a national organisation supporting schools) and the Department of Education. We will share our findings widely, including with schools, children and parents, and will develop plans to test its impact on food choice.

This programme of knowledge exchange, dissemination, and the production of an exhibition and teaching resources draws on the findings of the AHRC major research project 'From Victims to Perpetrators? Discourses of German Wartime Suffering' (2005-2008). In that project, the complex interaction of narratives of victimhood and perpetration from the end of WWII into the 21st century was established: tropes associated with the Holocaust were found to have been instrumentalised within German accounts of what they had endured as the victims of Allied bombing, mass rapes, and expulsion, even as German complicity in Jewish suffering and Jewish suffering itself were marginalised. We also discovered, however, that more nuanced narratives have emerged since the mid-1990s. These aim for an inclusive juxtaposition of the complexities, and ambiguities, of the experiences of individual Germans and Jews while remaining mindful of how such a juxtaposition might appear to relativise German responsibility or Jewish suffering. Such narratives raise productive questions within today's globalisation of Holocaust memory as a model for coming-to-terms with injustices far removed from the concentration camps. Specifically, recent German fiction, film and memorials raise questions relating to 1) the possibility of empathy with 'ordinary' Germans; 2) the balance between recognising the ordinary German's 'absolute' victimhood (e.g. that he or she was bombed) and the need to set this suffering in the context of how Germans benefited from the racial state's exploitation and elimination of others; and (3) how opposing perspectives might be sensitively juxtaposed and so be able to generate inclusivity and dialogue without a blurring of historical accountability. These questions resonate in the post-apartheid South African context. Working with The SA Holocaust and Genocide Foundation (SAHGF), we aim to adapt our research findings to intervene productively in SA's efforts to confront the legacy of apartheid and, specifically, to contribute to the SAHGF's educational outreach with SA schools. The primary outcome will be a travelling exhibition for the SAHGF centres in Cape Town, Jo'burg and Durban documenting Germany's coming-to-terms with its past and prompting visiting school groups (and the public) to rethink their SA context, i.e. how can we square historical justice with reconciliation; how are the experiences of all groups to be narrated without relativisation? Our research on Germany suggests that posing these questions within agreed parameters (i.e. accountability remains vital) can in itself open up a difficult past to democratic debate. We will also stage public events in both SA and the UK. In Cape Town, we will organise workshops at the SAHGF for pupils and the general public to mark the launch of the exhibition and to prompt wider discussion of its contemporary relevance. The UK High Commission in SA and the British Council will also be involved. In the UK, we will work with the Beth Shalom Holocaust Centre (Notts) to set the exhibition into a new context; we will launch the UK exhibition, with SAHGF and Beth Shalom staff, at events to mark Holocaust Memorial Day 2015 and Beth Shalom's 20th anniversary. In addition, we will collaborate with Leeds City Council and a Leeds theatre company on a three-month drama workshop for young people, based on the exhibition. At 3 performances and after-show discussions, we will engage city residents, with SAHGF and Beth Shalom staff, on 'global traumas' and their local significance. Finally, we will work with Beth Shalom to create teaching resources designed to deepen pupils' grasp of traumatic pasts and today's debates on historical accountability, racism and social exclusion. These materials, downloadable from the project website, will benefit pupils across a range of disciplines, in the UK and globally. We will also offer CPD opportunities for a postdoc and staff at our partner institutions.

Private mobility has a high carbon footprint due to the manufacturing, use, storage and disposal of vehicles. Private cars spend 96% of their time idle and were responsible for 60.7% of total CO2 emissions from road transport. To reduce CO2 emissions while mitigating societal loss, linking poorly served geographies and alleviating the challenges of elderly and disabled to afford mobility, this research proposes the development of the mathematical tools needed to deliver sustainable, shared mobility, specifically a Demand Responsive Transport Service (DRTS). We will design novel algorithms that optimise the routing and scheduling integrated with dynamic pricing of DRTS. Solving these large-scale hard combinatorial optimisation problems, in real time, will enable a transformation of DRTS, part of the emerging sector of scaled shared transport solutions, encouraging increased take up of shared mobility. DRTS allows passengers to book a door-to-door service requesting pick up or drop off times, much like a taxi, but sharing a vehicle with other passengers that may be collected or dropped off along the route. Similar services, such as Dial-a-Ride, exist to meet specific needs but they are reduced in scope and heavily subsidized by local councils and the Department for Transport. They lack route planning flexibility and cannot manage high demand. At scale, with optimized dynamic pricing and routing, realistic demand forecasts, informed accurate behavioural models, and incentivised by policies that enhance their acceptance and induce voluntary behaviour changes, DRTS would be financially viable and more sustainable than private car use. The original transformative science in the form of efficient, complex optimization algorithms, and the rich understanding of preferences and attitudes towards shared mobility developed in this project will help enable DRTS to be both efficient and cost-effective; thus, promoting shared mobility and significantly reducing CO2 emission of local travel. This project will integrate three important scientific components to deliver an attractive, flexible, low-carbon DRTS. 1) An effective efficient scheduling and routing optimisation algorithm for a fleet of vehicles of different types that can provide instant accept/reject decisions on journey requests. In order to do this effectively, the algorithm needs to anticipate potential future demand and be continuously globally optimising schedules across the fleet in the background. 2) New revenue management formulations that allow the prices of journeys to be changed dynamically, with prices dependent on journey length and service quality; thus, supporting the financial sustainability of the service. 3) A rich understanding of customer behaviour and preferences, which will be obtained by running surveys and focus groups and using the data collected to build choice models, describing how potential passengers make decisions. These models will support service design and motivate behaviour changes. Combining these three components of work comprehensively addresses the practical challenge and advances an exciting new interdisciplinary research area for shared green transportation. The algorithmic approach also has the potential to be adapted to electric and autonomous vehicles in the future.

The latest report from the Intergovernmental Panel on Climate Change in 2018 highlighted the need for urgent, transformative change, on an unprecedented scale, if global warming is to be restricted to 1.5C. The challenge of reaching an 80% reduction in emissions by 2050 represents a huge technological, engineering, policy and societal challenge for the next 30 years. This is a huge challenge for the transport sector, which accounts for over a quarter of UK domestic greenhouse gas emissions and has a flat emissions profile over recent years. The DecarboN8 project will develop a new network of researchers, working closely with industry and government, capable of designing solutions which can be deployed rapidly and at scale. It will develop answers to questions such as: 1) How can different places be rapidly switched to electromobility for personal travel? How do decisions on the private fleet interact with the quite different decarbonisation strategies for heavy vehicles? This requires integrating understanding of the changing carbon impacts of these options with knowledge on how energy systems work and are regulated with the operational realities of transport systems and their regulatory environment; and 2) What is the right balance between infrastructure expansion, intelligent system management and demand management? Will the embodied carbon emissions of major new infrastructure offset gains from improved flows and could these be delivered in other ways through technology? If so, how quickly could this happen, what are the societal implications and how will this impact on the resilience of our systems? The answer to these questions is unlikely to the same everywhere in the UK but little attention is paid to where the answers might be different and why. Coupled with boundaries between local government areas, transport network providers (road and rail in particular) and service operators there is potential for a lack of joined up approaches and stranded investments in ineffective technologies. The DecarboN8 network is led by the eight most research intensive Universities across the North of England (Durham, Lancaster, Leeds, Liverpool, Manchester, Newcastle, Sheffield and York) who will work with local, regional and national stakeholders to create an integrated test and research environment across the North in which national and international researchers can study the decarbonisation challenge at these different scales. The DecarboN8 network is organised across four integrated research themes (carbon pathways, social acceptance and societal readiness, future transport fuels and fuelling, digitisation, demand and infrastructure). These themes form the structure for a series of twelve research workshops which will bring new research interests together to better understand the specific challenges of the transport sector and then to work together on integrating solutions. The approach will incorporate throughout an emphasis on working with real world problems in 'places' to develop knowledge which is situated in a range of contexts. £400k of research funding will be available for the development of new collaborations, particularly for early career researchers. We will distribute this in a fair, open and transparent manner to promote excellent research. The network will help develop a more integrated environment for the development, testing and rapid deployment of solutions through activities including identifying and classifying data sources, holding innovation translation events, policy discussion forums and major events to highlight the opportunities and innovations. The research will involve industry and government stakeholders and citizens throughout to ensure the research outcomes meet the ambitions of the network of accelerating the rapid decarbonisation of transport.

Interacting with computer-based maps has made many tasks, such as navigating from one place to another, significantly simpler for many users. The technology behind these developments, however, depends on being able to pin-point roads, buildings, paths, and other features in a precise way. The space of the world people move around in day by day is not the only kind of space which it is important to represent on computers. For example, historical documents can describe where buildings were, or where events happened. Writings about journeys made in the past, can help us today understand our own environment and how it was shaped and is still being shaped by the ways it has been perceived and described. Narratives of journeys are significant too in imagined worlds whether created in literature, or through media such as film. Studying such journeys, as well as other kinds of imagined spaces in literature, also helps us understand the ways in which people tell stories as a way of communicating with each other. The digital humanities includes the study of history, literature, and many other aspects of human experience, through digital technology. Ths technology may be used to process large amounts of information, which might come from historical documents or literary texts for example. This enables scholars to find patterns in the information, through techniques including visualisation of the data. These patterns can generate new questions or new perspectives on the world from which the data came. The digital humanities has successfully used Geographical Information Systems (GIS) for the study of data using computer-based maps. However, what can be done if all that we know is that the church is next to the house, or that the path went through the forest, or that the flood covered most of the town? These examples all include qualitative spatial relations: 'next to', 'through', 'covered most of'. These kinds of relations have been studied in computer science because, although they do not give enough information by themselves to plot things on a map, they can be represented computationally using logic. One motivation for the study of Qualitative Spatial Representation (QSR) in computer science is that humans often don't use very detailed spatial information. We might say ''move the chair next to the window'' instead of having to calculate the exact distances and angles involved. This kind of flexibility when dealing with locations is very similar to the need in the digital humanities to handle events, objects, journeys, and so on that cannot be pin-pointed on a map. Thus, the digital humanities needs more flexible computer-based ways of representing spatial information, and computer science has extensive research on QSR. These two areas of study have had almost no interaction before now. This network brings together experts from the humanities in areas including history, literature, and archaeology, with experts from computer science in areas including artificial intelligence and geographical information systems. The network will focus on how the digital humanities can use adaptations of the ways qualitative spatial relations are used in computer science. Two workshops will explore detailed case studies based on documents and other resources from the participants' areas of expertise. A third workshop will encourage the formation of a cross-disciplinary community centred on spatial information in the digital humanities. This workshop will report on the case study explorations. It will also allow researchers, and organisations who make archives and other historical records accessible to the public, to plan together the work needed to build digital tools that will help people handle spatial information in the humanities which is qualitative, metaphorical, vague, uncertain or ambiguous .